Hydroplane vessel



Oct. 17, 1967 s. c. COLLINS HYDROPLANE VESSEL 3 Sheets-Sheet l Original Filed Oct. 19, 1965 NVENTOR SAMUEL C. COLLINS ATTORNEY S. C. COLLINS Oct. i7, i967 HYDROFLANE VES SEL 5 Sheets-Sheet 2 compressed oir Original Filed Oct. 19, 1965 INVENTOR SAMUEL C. COLLINS BY MZK/MMX ATTORNEY @ci i7, w67 s. c. COLLINS 3,347,198 l HYDROPLANE VES SEL Original Filed Oct. 19, 1965 5 Sheets-Sheetl 5 INVENTOR SAMUEL C. COLUNS ATTORNEY United States Patent Office 3,347,198 Patented Oct. 17, 1967 3,347,198 HYDRPLANE VESSEL Samuel C. Collins, 28 Village Hill Road, Belmont, Mass. 02178 @riginal application Oct. 19, 1965, Ser. No. 497,699, now Patent No. 3,326,165, dated June 20, 1967. Divided and this application Nov. 8, 1966, Ser. No. 592,857

12 Claims. (Cl. 11d-66.5)

ABSTRACT F THE DISCLSURE A steering system for a water vessel, especially a hydroplane vessel, in which gas under pressure is discharged outwardly in discrete charges or bursts at controllably timed intervals from openings in appropriately disposed, immersed and generally vertically extending surfaces of the vessel.

Description of the invention This application is a division of co-pending application Serial No. 497,699 filed in the United States Patent Ofce on October 19, 1965, and now Patent No. 3,326,165, issued June 20, 1967.

The present invention relates to a new and novel hydroplane vessel and more particularly to a hydroplane vessel including novel means for enhancing the lifting effect of its hydrofoils; and wherein novel propulsion means is provided for driving the hydroplane; and further wherein unique steering means is associated with the hydroplane.

In the prior art, hydroplanes have not been able to operate successfully with useful loads at speeds much greater than 50 miles per hour because of cavitation both at the screw propeller and the hydrofoils which result in decreasing the efficiency of performance thereof. In conventional arrangements, lift is obtained by the hydrofoil through the provision of a positive angle of attack or a shaped foil similar to an airplane wing that produces lift at 0 degrees angle of attack. With this type of prior art arrangement there is an attendant induced drag, and when cavitation commences a greater angle of attack must be employed with a consequent increase in drag thereby limiting the top speed of operation.

According to the present invention, the hydrofoils are of a particular construction wherein they are relatively flat or thin and generally horizontally disposed or provided with only a very slight angle of attack. With this arrangement, the induced drag is substantially reduced thereby greatly reducing cavitation and frictional effects.

In order to enable the utilization of relatively dat and horizontally disposed hydrofoils, lift producing means is associated with them in the form of means for discharging gas under pressure from the undersurfaces of the hydrofoils so that all or nearly all of the required lift, especially at take-off, is obtained Iby the expansion of a succession of bursts or charges of gas under pressure released at certain time intervals. In other words, lift is obtained by expanding compressed gas under the hydrofoils with this compressed gas being discharged from suitable outlets or holes in the undersurfaces of the hydrofoils in small bursts at a plurality of locations and at frequent intervals.

Individual bursts or bubbles of gas are released at such time intervals that each batch of discharged and expanded or expanding gas is swept away by the motion of the hydrofoil through the water either before the succeeding charge or batch of compressed gas is released from the same discharge opening in the undersurface of a hydrofoil, or in any event before there is expansion of succeeding charges into each other. The ejection of these discrete charges of compressed gas creates a very substantial force on the hydrofoil surfaces which may be used for generating the necessary lift to support the hydroplane as it moves through the water. The discharged gas under pressure will increase violently in volume, perhaps 5 to l0 times, causing a rapid motion of water away from the undersurface of the hydrofoil, and the pressure normal to the surface of the hydrofoil rapidly decreases in intensity as the volume of the discharged gas increases.

The discharge of gas under relatively high pressures at timed intervals is superior to arrangements wherein gas may be continuously discharged at relatively low pressures since pulsed discharge of gas under pressure is more eflcient in producing lift, and the mass rate of flow of gas required with the arrangement of the present invention is reduced to a minimum. According to the present invention, the average pressure upon the lower surface of the hydrofoil can be much greater than the hydrostatic pressure, and the foil can function whenever it is just barely submerged. ln the pulsed discharge arrangement of the present invention, the gas expands from its discharge pressure to the prevailing hydrostatic pressure, and the downward component of the momentum given to the surrounding water is the useful part of the discharge and should be large compared to the horizontal component which is the case with the arrangement shown.

The present invention also employs a novel propulsion means which is more efiicient at high speeds than conventional screw propellers. Screw propellers are quite eicient at low speeds, but as the speed increases their etliciency drops off due to cavitation and increased drag of the hub of the propeller. The torque loss is also increased because of skin friction of the blade surfaces shearing the water at higher relative speeds.

In the present invention, paddle wheel means is employed for vessel propulsion, this means being of an open framework construction for reducing friction with both air and water as the hydroplane moves over and through the water. This paddle wheel means may be more readily connected to the power plant of the hydroplane, and the paddle wheel is disposed such that the rotational axis thereof is oriented other than normally to the longitudinal axis of the hydroplane. The blades of the paddle wheel are also of a particular construction wherein the leading edge of each of the blades defines a portion of a helix and the blades are of curved cross section. This particular blade configuration substantially reduces the shock of entry of the blades into the water because a more favorable entry angle is obtained, and in addition the splashed water will partly be directed rearwardly in a useful direction instead of radially and uselessly toward the hub as would occur with flat blades. The other than normal or skewed arrangement of the axis of rotation of the paddle wheel means secures some of the benefits of a screw propeller, and with the paddles or blades positioned on the paddle wheel at a correct angle with respect to the axis the blades will slice the water somewhat as a propeller blade and less splashing in a sideways direction will occur.

The paddle wheel means provides greater eiliciency than a screw propeller due to the fact that the relative motion of the blades of the wheel through water is much less than that of the blades of a screw propeller. In a typical example, the relative speed of the blades of the paddle wheel through the water may be in the range of 20 to 30 feet per second whereas the relative speed of the blades of a screw propeller through the water may be in the range of to 200 feet per second.

Another advantage of providing the skewed axis of the paddle wheel lies in the fact that each paddle or blade on the wheel influences a wider strip of water than the actual dimension of an individual blade.

The present invention also contemplates the provision of a novel steering means wherein a vessel may be provided with oneor more generally vertically extending surfaces characterized by at least one or a `plurality of outlet openings or discharge holes. Gas under pressure may be discharged outwardly through these holes as discrete charges so as to create a large reaction force on the vertical surface or surfaces. In this manner a very effective means is provided for generating a force tending to turn the vessel. It is of course apparent that in the hydroplane arrangement discussed above the same source of gas under pressure may be employed both for the purpose of producing lift on the hydrofoils and for steering the vesseLSeparate sources of gas under pressure may of course be employed if desired.

A particular advantage of the present invention is the fact that the over-all arrangement provides a greater cargo-to-weight ratio in a hydroplane structure thereby enablinga hydroplane to be utilized for carrying substantial amounts of cargo.

An object of the present invention is to provide a hydroplane having novel lift producing means associated with the hydrofoils thereof which enables higher operating speed of the hydroplane.

Another object of the invention is the provision of a hydroplane wherein the lift producing means includes means for discharging slugs or batches of gas under pressure at timed intervals from the undersurface of the associated hydrofoils.

A further object of the invention is to provide a hydroplane incorporating novel propulsion means which is more eliicient at high operating speeds, such propulsion means employing a paddle wheel having paddles or blades so arranged as to provide substantially shock-free entry of the blades into the water during operation.

Still another object of the invention is the provision of a vessel incorporating novel steering means.

Yet another object of the invention is the provision of a hydroplane capable of operating at a greater cargoto-weight ratio than prior art hydroplanes.

A still further object of the invention is to provide a hydroplane which is quite simple and inexpensive in construction, and yet at the same time which is quite eilicient and reliable in operation.

These and other objects and advantages of the present invention as well as its nature and substance will be more clearly perceived and fully understood upon referring to the following description and claims taken in connection with the accompanying drawings, in which:

FIG. l is a plan view of a hydroplane vessel according to the present invention;

FIG. 2 is a side elevation view of the hydroplane shown in FIG. l partly broken away to show the interior thereof;

FIG. 3 is an enlarged view in side elevation illustrating a modified form of steering means of the hydroplane of this invention;

FIG. 4 is a further enlarged sectional view taken sub stantially along line 4 4 in FIG. 3 looking in the direction of the arrows and partly broken away for the purpose of illustration;

FIG. 5 is an enlarged top perspective view, partly broken away, illustrating certain details of the construction of one of the hydrofoils of the vessel shown in FIGS. 1 and 2; and

FIG. 6 is an enlarged sectional view in said elevation taken through a typical hydrofoil illustrating the principle of operation of the present invention so far as support of the hydroplane is concerned.

Referring now to the drawings in detail wherein like reference numbers and characters designate corresponding parts throughout the several views, a first form of hydroplane vessel according to the present invention is illustrated in FIGS. 1 and 2. In this vessel a Ihull 1i) in cludes a pair of hatch covers 12 and 14 opening respectively on opposite sides of bulkhead 13 into the cargo space and engine room of the hydroplane, and a bow light is indicated by reference number 16. A pilot house 18 is located at the aft port portion or port quarter of the vessel.

A plurality of appropriately arranged hydrofoils are located in spaced relation below hull 10 and are rigidly secured thereto, one pair of forward and aft hydrofoils 20 and 24 being disposed at and below the port side of the vessel, and anotherl suc-hv pair of hydrofoils 22 and 26 being disposed at and below the vessels starboard side. Hydrofoils 20 and 22 together constitute a forwardfpair while hydrofoils 24 and 26 together constitutey an aft pair. Substantially vertical strut-like members 20', 22', 24' and 26' of streamline cross section connect the corresponding hydrofoils or hydrofoil supporting surfaces to the hull.

Referring next to FIG. 5, the details of construction of hydrofoil 20 and its strut 20 are illustrated, it being,

understood that each of the hydrofoils and its attachment means is of substantially identical construction, and a description of one foil and strut arrangement will suce for all. It is to be noted that the hydrofoil portion 20 is relatively thin and at in cross sectional configuration and substantially horizontally disposed. In other words, the portion 20 is provided with only a slight aerodynamic shape to producetlift, and onlyk a very slight angle of attack is provide-d so as to reduce the induced drag, cavitation and frictional effects to a minimum.

The undersurface 30 of hydrofoil 20 is providedwit-h holes along what is close to the foils thickest section, three holes 32, 34 and 36 being illustrated, although any suitable number of holes may be employed. These holes are each disposed slightly forwardly of the longitudinal medial portion of the hydrofoil so that the holes are located closer to the leading edge of the hydrofoil than to the trailing edge thereof.

A conduit means 40 extends downwardly within hollow strut member 20', and is connected with a manifold or header portion 42. This manifold portion is adapted to feed gas under press-ure to hole 34, and is alsoconnected with conduits 44 and 46 which provide communication between the manifold and the holes 32 and 36 respectively.

A suitable means such as a ,solenoid operated valve 50 is provided for permitting and prohibiting thevow of gas under pressure from conduit 40 into the manifold portion 42. The solenoid valve itself may be and preferably is remotely controlled for regulating the discharge of gas under pressure through the holes in the undersurface of the hydrofoil. An electrical cable 52 is connected with the Valve 50, and extends upwardly through the strut portion 20' and is connected in a suitable electrical control system hereinafter described.

Referring again particularly to FIG. l of the drawings, the power plant of the present invention which may comprise a suitable internal combustion engine is indicated by reference number 60 and includes a first output shaft 62 which is connected by means of a universal joint 64 with the drive shaft 66 of a compressor 63. As seen especially in FIG. 2, the vertically extending exhaust pipe from the engine passes through and above the deck of the hydroplane and terminates in an exhaust head 60.

The compressor 70 discharges a suitable gas under pressure such as air through a conduit 70 into a storage tank or accumulator 72. For the purpose of the present invention, the gas under pressure employed is air. It should be understood that other suitable sources of gas` under pressure may be employed. For example, charges of combustible gaseous mixtures might be exploded at a rapid but controlled rate through the outlet openings in the foils. Theutilization of compressed air is, however, presently considered to represent the most feasible arrangement. Similarly, the valves permitting and prohibiting tlow of gas through the outlet openings could be located in the individual compressed gas lines within hull 10 ratherk than within the hydrofoil struts, but the closer these valves are to the ultimate points or gas bubble release the more efficiently and controllably will the compressed gas be utilized.

A T-fitting 76 is connected with the storage tank 72, and a solenoid operated valve 76 in the nature of a main shut-olf valve is employed for controlling the ow of gas under pressure from the storage tank 72 through the T-tting. A pair of conduits 78 and S0 extend away from fitting 76, and these conduits in turn are connected by means of T-iittings 82 and 84 with longitudinally extending conduits 86 and 88 respectively.

The forward end of conduit 86 is connected by means of laterally extending portion 90 with the downwardly extending conduit 4t) previously described which is connected with the manifold portion 42. It is accordingly evident that the forward conduit portion 90 is connected with the gas discharge means at the undersurface of hydrofoil 20. In a like manner, the aft portion of conduit 86 is provided with a laterally extending portion 92 which is in turn connected with the gas discharge means at the undersurface of hydrofoil 24.

The forward end of conduit 88 at the starboard side of the vessel is provided with a laterally extending portion 94 which is connected with the gas discharge means at the undersurface of hydrofoil 22. The aft portion of conduit 88 is provided with a laterally extending portion 96 which is in turn connected with the gas discharge means at the underside of hydrofoil 26. With the foregoing arrangement, it is apparent that the gas discharge means of the several hydrofoils are each operatively connected with the storage tank 72.

A suitable electrical control system is provided, and a central control station 100 may include manually adjustable means as well as an automatic timer mechanism or the like. The control station is connected by a first electrical cable 102 with the solenoid operated valve 76 for regulating the operation thereof. Control station 160 is also connected by means of a second electrical cable 104 with the internal combustion engine 60 for controlling the operation thereof.

Control station 100 is connected by means of a third electrical icable 106 with the solenoid operated valve which controls the gas discharge ymeans associated with hydrofoil 26. Control station 100 is also connected by means of a fourth electrical cable 108 and an interconnected cable 110 with the solenoid operated valve controlling the gas discharge means associated with hydrofoil 22.

An electrical cable 112 connects cable 108 with a pair of electrical cables 114 and 116. Cable 114 is operatively connected with the solenoid operated valve associated with the gas discharge means of hydrofoil 20, and cable 116 is operatively connected with the solenoid operated valve associated with the gas discharge means of hydrofoil 24. Accordingly, the operation of the various solenoid operated valves associated with the several hydrofoils may be controlled from the central `control station 100, and the time intervals at and during which slugs of gas are discharged from the holes characterizing the undersurface of each of the hydrofoils may be regulated. Although shown outside for clarity of illustration, central control station i) is preferably located within pilot house 18.

Gas under pressure has been referred to above, and it is contemplated that in a practical utilization of the present invention the gas may be under a pressure of approximately 30 p.s.i. to 200 p.s.i. When slugs of gas at such pressure are discharged from the holes in the undersurfaces of the hydrofoils, the average pressure upon the lower or undersurface of any hydrofoil is much greater than the hydrostatic pressure and the hydrofoil can function, that is, will experience a substantial support or lifting effect, when it is just barely submerged. Referring to FIG. 6, wherein hole 32 in hydrofoil 20 is illustrated, the principle of operation of the present 6 invention may be more clearly understood. A slug or charge of gas is indicated as being discharged through hole 32 and forming -a bubble B immediately underneath the hole 32. Forward or leftward motion of the hydrofoil through the water will sweep the bubble toward the trailing edge of the foil. When bubble B has been swept to the position B it has expanded considerably, and by the time that it has been swept further toward the trailing edge, into the position shown as B", it has expanded further. It is contemplated that there may be an increase of 5 to l0 times in the volume of the slug of air as itexpands in moving relatively rearwardly along the undersurface of the hydrofoil.

The frequency of discharge of the slugs of compressed gas or air through the holes in the undersurface of the hydrofoil is desirably such that each bubble of gas remains discrete during its passage along the hydrofoil; that is, there should be no blending or joining of successive bubbles by expansion although at any given time there may be several bubbles under a hydrofoil representing successive gas emissions from a single discharge opening such as hole 32. For example, bubbles B, B', and B discussed above might be separate charges of gas at a given instant of time. There should also, of course, be no blending of gas bubbles from different discharge openings such as holes 32 and 34. To obtain the greatest support effect on the hydrofoil, that is, to have the greatest number of discrete, expanding gas bubbles under it at once, the time interval between bubble releases from a given outlet such as hole 32 is preferably made a function of the speed of the hydroplane such that the interval decreases as the speed increases.

The propulsion means of the invention includes a gear box 118 operatively connected with engine 60, and a drive shaft 120 extending outwardly from gearbox 118 and being rotatably supported within a bearing 122 at its end distant from the gear box. A paddle wheel means indicated generally by reference number 124 is mounted on drive shaft 120, and the term paddle wheel means in connection with the present invention is intended to denote any arrangement wherein a plurality of interconnected blades are supported in spaced relationship one to another in a generally annular array and substantially equally spaced from an axis of rotation. The paddle wheel means includes first and second pluralities of radially extending spoke members 126 and 128 respectively supporting first and second annular rim members 130 and 132 in spaced relation one to another. A plurality of blades 134 are provided which extend between the rim members, each of these `blades having a leading edge portion 136.

The paddle wheel means is of a unique arrangement wherein its axis of rotation, namely the axis of drive shaft 120, is disposed at an angle Iof approximately 60 degrees (or 120 degrees) to the longitudinal axis X-X of the hydroplane instead of being oriented normally to the axis X-'X. With the axis of rotation of the paddle wheel means so skewed out ofA normal to the longitudinal axis of the hydroplane some of the benefits of a screw propeller are obtained, since when each blade is set at an appropriate angle with respect to the axis of rotation of the paddle wheel the blades will slice successively into the water somewhat in the manner of propeller blades, and less splashing in a sideways direction Will occur.

Each of blades 134 is provided `with a curved cross sectional configuration, being perhaps about 120 of arc as shown mostly clearly in FIG. 3, and the leading edge 136 of each of them defines a portion of a helix. This arrangement minimizes the shock of entry of the blades into the water because of a more favorable an-gle of entry, and the splashed water will be at least partly directed in a backward direction to provide useful reaction to propel the hydroplane. A relatively conventional rudder mechanism may be provided at the stern of the hydroplane, this mechanism being illustrated as comprising a downwardly extending strut or post 141i` having a movable rudder member 142 pivotally supported at the lower end thereof. Rudder 142 will be effective whether the hydroplane is floating as a displacement-type vessel or is being supported -on its hydrofoils as shown.

In addition to the conventional steering mechanism, a unique steering means is incorporated in the hydroplane for use when it is floating as a displacement-type vessel. A rst gas discharge manifold 150 is disposed in communication with a plurality of holes 152 provided in a generally vertically extending surface of the hull at the forward port side thereof. A similar gas discharge manifold 154 is in communication with a plurality of holes 156 disposed in a generally vertically extending hull portion at the aft port portion of the vessel, A further gas discharge manifold 158 in communication with holes 16) is disposed on the forward starboard side of hull 10 opposite to gas discharge manifold 150 and holes 152, and a still further gas discharge manifold 162 in communication with holes 164 is provided at the aft starboard portion of the vessel.

Slugs or ybatches of gas under pressure may be discharged from any of the sets lof holes 152, 156, 160, and

164 in hull 10 when the hydroplane is floating as a disi placement-type vessel, and these slugs will expand outwardly from the Vessel and create large forces reacting on the hull and tending to turn the vessel as desired. It is apparent that by controlling the amount of gas discharged from the holes, as well as selecting the holes from which it is discharged, the force generated can be controlled to thereby obtain the desired moment and extent of turning.

The manifold 150 disposed at the forward port side of the vessel is connected with a conduit 166 which in turn is connected by means of a T-tting 168 with the compressed gas or air conduit 86 previously described. A conduit 170 provides an inter-connection between the manifold 158 at the forward starboard side of the vessel and a T -iitting 172 connected in the compressed gas or air conduit 88 previously described. Manifolds 154 and 162 are fed by means of conduits 174 and 176 respectively, and these conduits may be connected with any suitable source of gas under pressure. Thus they may be connected into the pressurized gas system previously described, or they may extend to an auxiliaryor separate supply of high pressure gas.

A suitable solenoid operated control valve or the like is operatively associated with each of the manifolds 150, 154, 158'and 162 for controlling the discharge of slugs of gas under pressure therefrom through the associated set of holes in hull 10. The particular valves associated with these manifolds in order are indicated by reference numbers 180, 182, 184 and 186 respectively. These solenoid operated valves, which are actually located in compressed gas lines 166, 174, 170, and 176 close to the manifolds they serve, may be remotely controlled by any suitable means (not shown) to allow them to be actuated from pilot house 18.k

Referring finally to FIGS. 3 and 4 of the drawings, a modification is illustrated wherein a different form of steering means is provided, this means being shown in association with a paddle wheel similar to the one previously illustrated and described with similar parts thereof having been given the same reference numbers primed.

In the modification shown in FIGS. 3 and 4, a hollow steering strut 19.0 is suitably fixed to the undersurface of the hull of the hydroplane and extends downwardly therefrom so that its lower portion will always be immersed in water even when the hydroplane is supported solely by the hydrofoils with its hull 10 in spaced relationship to the water. This strut may be disposed in the same position relative to the hull as strut 140 described previously. A conduit 192 extends downwardly through strut 190, and is connected at its upper end with a suitable source of compressed gas suchas compressed air or the like.

The lower end of conduit 192 is connected with a manifold indicated generally by reference number 194 and including a pair of longitudinally extending passages 196 and 198. Passage 196 is in turn connected with laterally extending passages 196 shown as four in number and opening through one side lof strut 190, while passage 198 is in communication with laterally extending passages 198 which open through the opposite side of the strut.

A suitable control means such as a solenoid operated valve 200 is connected in conduit 192 close to manifold 194 for controlling the flow of gas under pressure through the conduit. This -valve may be of the three-position type so as to either close off ow completely; provide flow of gas under pressure to passage 196, or provide flow of gas under pressure to passage 198. Valve 200 may be remotely controlled from pilot house 18, and it is apparent that by suitable operation of this valve slugs of gas under pressure may be discharged from either side of strut so as to provide reaction forces on the strut tending to steer the hydroplane.

As suggested in FIG. 3, it should be noted thatwhen the hydroplane is rsupported solely on the hydrofoils its hull is spaced a substantial distance from the water, and the paddle wheel is so disposed that only its blades will be immersed successively as the hydroplane moves over the water. In other words, no substantial portion of the spokes will become immersed in the water, and maximum efficiency is obtained by avoiding any useless splashing by the spokes. It is readily apparent that the open framework construction of the paddle wheel means will reduce frictional forces both due to engagement with water and air, and especially avoid` having any rudder effectexerted by the paddle wheel.

In substantial summary of what has been illustrated and described, there is provided according to the present invention a hydroplane rvessel which employs novel compressed gas discharge lift producing means in association with its hydrofoils thereby to make possible higher operating speeds of the hydroplane. A novel propulsion means is provided in the form of a paddle wheel which is more efficient at high'speeds than a conventional screw propeller, this paddle `wheel being of such a construction that its blades have substantially shock-free entry into the water, and further wherein each blade influences a wider strip of water than the actual lateral dimension of the blade itself. The present invention also provides a novel steering means for a vessel. Likewise, the hydroplane vessel of the present invention is capable of operating at a greater cargo-to-weight ratio than prior art constructions, because of the benets of its aforementioned novel lift producing means.`

This invention may be embodied in at least a plurality of forms withoutdeparting from its spirit or essential characteristics. The present embodiment is therefore ilustrative and not restrictive, and since the scope of the invention is defined by the appended claims, all changes that fall within the metes and bounds of the claims or that form their functional as well as conjointly cooperative equivalents are therefore intended to be embraced by those claims.

I claim as my invention:

1. A water vessel characterized by a longitudinal axis and at least one generally vertically extending surface which is immersed during at least certain periods when said vessel is water-borne and which is characterized by at least one outlet opening directed essentially normally to the longitudinal axis of said vessel, said vessel including (l) propulsion means, and (2) steering means comprising (i) a source of gas under pressure and (ii) means for releasing separate bursts of gas under pressure substantially in excess of the hydrostatic pressure from said source through the outlet opening in said generally vertically extending surface at regular, controllably timed in tervals at least while said vessel is in motion through a water medium.

2. A water vessel according to claim 1 which includes a displacement-type hull having at least one such generally vertically extending external surface on its port side and another such surface on its starboard side, and in which the means for releasing bursts of gas under pressure through the outlet openings in said port and starboard surfaces are independently controllable.

3. A water vessel according to claim 2 which includes at least one such generally vertically extending surface forward on its port side, another such surface forward on its starboard side, another such surface aft on its port side, and another such surface aft on its starboard side, and in the steering means for which the means for releasing bursts of gas under pressure through the outlet openings in each of said surfaces are independently controllable.

4. A hydroplane vessel including (1) a hull characterized by a longitudinal axis, (2) propulsion means mounted on and in said hull, (3) at least one hydrofoil secured to said hull in spaced relation thereto, and (4) steering means comprising (i) a source of gas under pressure within said hull, (ii) a strut appendage in the nature of a rudder post aixed to said hull and extending downwardly therefrom and being of such length that at least a lowermost portion of it remains immersed when Said vessel is planing on its hydrofoil, said lowermost portion being characterized by at least one outlet opening directed essentially laterally normally to the longitudinal axis of said hull, and (iii) means for releasing bursts of gas under pressure from said source through the outlet opening in said lowermost portion of said appendage at controllably timed intervals at least while said appendage is in motion through a water medium.

5. A hydroplane vessel according to claim 4 in which said lowermost portion of said appendage is characterized by at least one such outlet opening directed to port and another directed to starboard, and in which the means or releasing bursts of gas under pressure through said port and starboard outlet openings are independently controllable.

6. A hydroplane vessel according to claim 4 in which said propulsion means comprises a paddle wheel mounted on said hull, said paddle Wheel having a plurality of blades spaced around its periphery.

7. A hydroplane vessel according to claim 4 which further includes lift producing means adapted to release bursts of gas under pressure from the undersurface of said hydrofoil at controllably timed intervals at least while said hydrofoil is in motion through a water medium.

8. A hydroplane vessel according to claim 4 in which said propulsion means comprises a paddle wheel mounted on said hull and characterized by an axis of rotation, said paddle wheel havin-g a plurality of blades spaced around its periphery and being so disposed that its axis of rotation is oriented other than normally with respect to the longitudinal axis of said hull, and which further includes lift producing means adapted to release bursts of gas under pressure from the undersurface of said hydrofoil at controllably timed intervals.

9. A hydroplane vessel including (1) a hull characterized by a longitudinal axis and at least one generally vertically extending surface which is immersed when said vessel is floating as a displacement vessel and which is characterized by at least one outlet opening directed essentially normally to the longitudinal axis of said hull, (2) propulsion means mounted on and in said hull, (3) at least one hydrofoil secured to said hull in spaced relation thereto, (4) a strut appendage in the nature of a rudder post axed to said hull and extending downwardly therefrom and being of such length that at least a lowermost portion of it remains immersed when said vessel is planing on its hydrofoil, said lowermost portion being characterized by at least one outlet opening directed essentially laterally normally to the longitudinal axis of said hull, and (5) steering means comprising (i) a source of gas under pressure within said hull, and (ii) means for releasing bursts of gas under pressure from said source through the outlet opening in said generally vertically extending surface of said hull at controllably timed intervals when said vessel is oating as a displacement vessel and at least while it is in motion through a water medium, and through the Outlet opening in said lowermost portion of said strut appendage at controllably timed intervals when said vessel is planing on its hydrofoil.

10. A method of providing a steering force on a waterborne vessel having at least one generally vertical immersed surface, this method comprising the step of releasing separate, regularly timed bursts of gas under pressure substantially in excess of the hydrostatic pressure at said surface while said vessel is in motion through a Water medium.

11. A method of providing a steering force on a waterborne vessel according to claim 10 in which said vessel is operating as a displacement-type vessel, and said generally vertical immersed surface is a surface of the displacement hull thereof.

12. A method of providing a steering force on a waterborne vessel according to claim 10 in which said vessel is operating as a planing-type vessel, and said generally vertical immersed surface is a surface of an appendage extending downwardly from the principal structure of said vessel.

References Cited UNITED STATES PATENTS 2,330,674 9/1943 Briggs 114-151 3,096,739 7/196'3 Smith 114-213 3,189,299 y6/ 1965 Garner et al. 244-1 MILTON BUCHLER, Primary Examiner. ANDREW H. 1 =ARRELLe Examiner, 

1. A WATER VESSEL CHARACTERIZED BY A LONGITUDINAL AXIS AND AT LEAST ONE GENERALLY VERTICALLY EXTENDING SURFACE WHICH IS IMMERSED DURING AT LEAST CERTAIN PERIODS WHEN SAID VESSEL IS WATER-BORNE AND WHICH IS CHARACTERIZED BY AT LEAST ONE OUTLET OPENING DIRECTED ESSENTIALLY NORMALLY TO THE LONGITUDINAL AXIS OF SAID VESSEL, SAID VESSEL INCLUDING (1) PROPULSION MEANS, AND (2) STEERING MEANS COMPRISING (I) A SOURCE OF GAS UNDER PRESSURE AND (II) MEANS FOR RELEASING SEPARATE BURSTS OF GAS UNDER PRESSURE SUBSTANTIALLY IN EXCESS OF THE HYDROSTATIC PRESSURE FROM SAID SOURCE THROUGH THE OUTLET OPENING IN SAID GENERALLY VERTICALLY EXTENDING SURFACE AT REGULAR, CONTROLLABLY TIMED INTERVALS AT LEAST WHILE SAID VESSEL IS IN MOTION THROUGH A WATER MEDIUM. 